Internal combustion engine



March 28, 1939. P KLOTSCH INTERNAL COMBUSTION ENGINE Filed Feb. 26, 1957 2 Sheets-Sheet l INVENTOR. Pda] /f/isc.

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March 28, Fl KLOTSCH INTERNAL COMBUSTION ENGINE Filed Feb. 26, 1937 2 Sheets-Sheet 2 E A INVENTOR' ATTORNE 5.

Patented Mar. 28, 1939 UNITED STATES m'rERNAL coMcUsTroN ENGINE Paul Klotsch, Detroit,

Mich., assigner to Briggs Manufacturing Company, Detroit, Mich., a corf poration of Michigan Application February 26, 1937, Serial No. 127,814

8 Claims.

This invention relates to internal combustion engines and more particularly to cooling systems therefore employing liquid coolants such as water, alcohol and the like. v

A cooling system of the foregoing character comprises generally a number of jackets around the parts of the engine to be cooled, through which jackets the coolant may flow; a radiator for cooling the heated coolant, operatively connected with said jackets; and means for circulating the coolantvthrough said jackets and radiator. When heated by the hot engine parts, the coolant passes from the jackets to the radiator core, thence through the radiator tubes, where the heat given up by the coolant to the tube walls is absorbed by the air owing past said tubes, and thereupon back to the jackets.

It has been found that for most eiiicient operation of an internal combustion engine the cylinder walls and the combustion chambers thereof must be kept at certain temperatures. If the respective temperatures of the cylinder walls and the combustion chambers fall below such desired temperatures, ineicient burning of the fuel and uneconomical operation of the engine result. Besides, with the hydrocarbon fuels, the temperature being high enough to burn completely the hydrogen but too low for complete burning of the carbon part of the fuel, objectionable deposits of free carbon are formed in the combustion chambers. In some cases the cold engine conv denses the heavier portions of the fuel, which leaks past the piston rings, dilutes and thins the lubricating oil and thus impairs proper lubrication of the engine. On the other hand, if the engine is allowed to operate at a temperature higher than said desired temperature, burning of the lubricating oil and scoring of the cylinder walls may occur, and the temperature of the coolant may rise to the boiling point thereof, causing formation of steam pockets in the jackets and consequent loss of the coolant, which loss is very objectionable if coolants such as solutions of alcohol in water are used.

In general service it has been found that it is desirable to have an engine operate at some predetermined average temperature of the coolant when leaving the jackets, such as a temperature of about 170 if water and alcohol are used, and slightly higher in the case of other types of coolant. It will be appreciated that different parts of the engine operate at different temperatures and that there may be a considerable difference in temperature between diiferent portions of the same engine. Therefore, there may be some portions of the engine that approach closely to the critical overheating temperature when the rest of the engine structure operates at lower temperatures, some portions being at temperatures that are only a few degrees above the lowermost limit of the predetermined temperature range. Hence, it will be understood that a variation of a few degrees in the temperature of the coolant may effect operation of certain portions of the engine at excessive temperatures.

While it has been found possible to regulate by means of suitable thermostats the temperature of the coolant, as it passes to the radiator within a satisfactory range, it has not been heretofore possible to attain an approximate uniformitv in the operation temperature of corresponding portions of the separate cylinders of an internal combustion engine, and a diierence of ten to twenty degrees Fahrenheit is quite common for many types of conventional internal combustion engines. Such dierence results from the fact that the quantity of coolant in a motor vehicle cooling system is comparatively small, and as said coolant passes from one end of the engine to the other it heats up very rapidly and the last cylinder receives the coolant at such a temperature that it cannot be sufficiently cooled, while at the same time the iirst cylinder is overcooled, since it receives the coolant substantially at the temperature at which the coolant leaves the radiator. From what has been said before, it can be clearly seen that the above narrows down still further the permissible range of operation temperatures of an internal combustion engine, and that unavoidable changes in operation conditions of the engine produce very undesirable effects. Particularly it has been found that by reason of dilerence in the operation temperatures of separate cyilnders of an engine, carbon deposits are formed in the combustion chamber of the coolest cylinder at idling speeds of the engine, while overheating and, consequently, severe knocking and burning of the lubricating oil takes place in the hottest cylinder when the engine is delivering higher power outputs.

One of the objects of the present invention is to provide an improved multiple cylinder internal combustion engine which may be operated within a wide range of operation temperatures without formation of carbon deposits and dilution of lubricant in some of its cylinders at the lower temperatures and knocking in other cylinders at the higher temperatures of the operation temperature range of the engine.

Another object of the invention is to provide an improved internal combustion engine in which the corresponding parts of the cylinder head and of the separate cylinders operate at more nearly uniform temperatures under given operation conditions of the engine.

Still another object of the invention is to provide an improved internal combustion engine in which the cylinder head may be removed from the cylinder block without separating the water connection leading to the engine radiator.

A still further object of the invention is to provide an internal combustion engine having van improved cooling system which is relatively simple and compact in construction, is relatively cheap to manufacture and to repair or service.

The above'and other objects of the invention will appear from thev following description and appended claims when considered in connection with the accompanying drawings forming a part of this speciilcation. y

Fig. 1 is a portion of an internal combustion engine provided with an improved cooling system embodying the present invention.

Fig. 2 is a sectional view in thedirection of the arrows, taken on the line 2-2 of Fig. 1.

Fig. 3 is a view similar in part to Fig. 2, section being taken on the line 3-3 of Fig. 1. j

Fig. 4 is a sectional view in the direction of the arrows, section/being taken on the line 4--4 of Fig. 2.

Before explaining in detail the present invention, it isto be understood that the invention is not limited in its application to the details of construction and arrangement of parts illustrated in the accompanying drawings, since the invention is capable of other embodiments and of being practiced or carried out in various ways. Also it is to be understood that the phraseology or terminology employed herein is for the purpose o! description and not of limitation, and it is not intended to limit the invention claimed herein beyond the requirements of the prior art.

In the drawings there is shown, by way of example, an internal combustion engine of the V- type provided with the improved cooling system constructed in` accordance with one embodiment of the present invention. Referring to the drawings, the engine comprises a cast cylinder block III in which there is fitted a plurality of sleeves I I secured in said block in a manner well known in the art. 'I'he sleeves or cylinders II are arranged in said block I in two longitudinal parallel rows set at an angle to each other to produce a V-type cylinder arrangement. Within said cylinders Il there are slidably fitted pistons I2 which are connected by means of connecting rods I3 with a crank shaft I4 which is journalled in bearings I5. Adjacent said cylinders II there is formed in said block I0 a plurality of gas passages or conduits I6 in which there are formed valve seats I1 adapted to receive poppet valves I8 actuated in a well known manner by the cam shaft I9 suitably journalled in the block Il).

The space between the walls of the cylinder block I0 and cylinders II forms a water jacket,

, which jacket is subdivided by partitions 2li into 25 of the cylinder heads attached at the top'of said cylinder block I0 over each row of cylinders respectively. A cover 25 made preferably of stamped metal is secured to said plate 25 to form a water jacket over said plate 25. The plate 25 is shaped to form a plurality of combustion chambers 21, one above each cylinder I I, said combustion chambers communicating with the respective gas passages I5. Water jackets 28 are provided around the gas passages I6, which jackets are provided with water inlets 29 registering with the correspondingly located water outlets 24 of said cylinder head. On the opposite ends of the said water jackets 28 there are provided outlets 30 registering with the inlets 3| provided in the water jacket 32 formed around the intake manifold 33. At the top of said water ljacket 32 there is provided a single outlet manifold 34a and a single water outlet 34 to which a suitable connection or hose leading to the engine radiator (not shown) may be attached.

In operation a. suitable coolant such as water. alcohol or glycerine solutions are delivered under slight pressure to the cylinder water jackets through the inlets 22. Through the openings or holes a provided in the partitions 20 the coolant is distributed to the individual water jackets 2I. It is important to note that since the holes 23a are of comparatively large size and are located near the colder portions of the cylinders II, preferably below the top of the piston at the limit of its downstroke, the distribution of the coolant is affected substantially before the same absorbsany appreciable amount of heat from the cylinders II. By virtue of this construction all cylinders receive the coolant at substantially or nearly equal temperatures, and since the amount of coolant circulated through the jacket of each individual cylinder `is substantially the same, each of the cylinders II is cooled in substantially the same degree. Upon being distributed in the above described manner, the coolant passes around individual cylinders I I and enters the jacket of the cylinder head through the water outlets 23.

The ilow of the coolant in the cylinder head is transverse, and the coolant passes over the combustion chambers 21 and backinto the cylinder block 20 for circulating through the water jackets 28 to cool the valve seat I1 and the gas passages I 6. Communicating holes 20h provided in the partitions 2B serve to prevent formation of steam pockets near the valve seats I'I by effecting the circulation of coolant from adjacent cylinder jackets into the water jacket of the cylinder head. such circulation being directed through the passages 20c to the water inlets 35 provided substantially in the middle of the plate at the sides of the combustion chambers 21 (Fig. 3).

From the water jackets 28 provided around the gas passages I6 the coolant passes into the water jacket 32 of the intake manifold 33 and is discharged through the single water outlet 34.

It will now be understood, Ain view of the foregoing, that in my improved cooling system the much hotter than the cylinders, the degree of relative absorption of heat per unit of volume of the coolant does not decrease because of preceding heating of the coolant. By effecting a transverse flow of coolant through the cylinder head unequal cooling of the combustion chambers 2l is provided. From thecylinder heads the coolant returns to the cylinder block before being directed to the radiator. This feature is important because it permits elimination of all outside connections on the cylinder heads, thereby preventing leaky joints and producing smooth appearance. By circulating a hot coolant around the intake manifold, the fuel mixture delivered to the cylinders is heated, which effects a much better evaporation of the fuel.

By virtue of the above described construction a very uniform operation temperature of the engine is effected and the above described disadvantages of temperature variation are prevented. A very smooth and efficient engine operation is promoted by my improved cooling system and the fuel economy of the engine is considerably increased. By preventing formation of carbon deposits in the combustion chambers the necessity of frequent overhauling the engine to eliminate the so-called carbon knock is eliminated, and the cost of servicing the engine is thereby decreased.

I claim:

1. In an internal combustion engine having a plurality of cylinders, a water jacket provided around each of said cylinders for circulating a liquid coolant therethrough, means for distributing the coolant to said jackets before it absorbs any substantial amount of heat from the walls of said cylinders, and means for circulating the coolant so distributed substantially parallel to the individual cylinders.

2. In an internal combustion engine, a cylinder block having a plurality of cylinders arranged in a row. a water jacket formed around each of said cylinders, the water jackets of adjacent cylinders communicating at their lower portions, all of said jackets forming a single block, and a cylinder head adapted to be attached to said cylinder block. said head comprising a base plate, a plurality of combustion chambers formed in said plate one above each of said cylinders, a cover secured to said plate to form a water jacket thereat, a plurality of coolant inlets communicating with the water jackets of said cylinders at one side of said combustion chambers but around at least one-half of the periphery of each cylinder, and a plurality of coolant outlets at the other side of said chambers, whereby a circulation path for the coolant is provided from the jackets of said cylinders into said head and over the combustion chambers.

3. In an internal combustion engine, a cylinder block having a plurality of cylinders arranged in a longitudinal row, a gas conduit at each of said cylinders, said conduits having valve seats formed therein, a water jacket around each of said cylinders, the water jackets of adjacent cylinders communicating at their lower portions, a corresponding plurality of water jackets around said gas conduits, a cylinder head, a water jacket in said head, a plurality of water inlets along one side of said head to permit the passage of coolant from said cylinder jackets into the jacket of said cylinder head, and a plurality of water outlets along the opposite side of the jacket of said head to effect a transverse fiow of coolant in said head and the outflow thereof into the water jackets of said gas passages.

4. In an internal combustion engine, a cylinder block having a plurality of cylinders arranged in a longitudinal row, a gas conduit at each of said cylinders, said conduits having valve seats formed therein, a water jacket around said cylinders, a corresponding plurality of water jackets around said gas conduits, a cylinder head, a Water jacket in said head, a plurality of water inlets along one side of said head to permit the passage of coolant from said block into said cylinder head, a plurality of water outlets along the opposite side of said head to effect a transverse fiow of coolant in said head and the outiiow thereof into the water jackets of said gas passages, an intake manifoldI and a water jacket around the same, said manifold communicating with said gas passages, and said water jacket of the manifold being arranged to receive the coolant from the water jackets of said passages.

5. In an internal combustion engine, a cylinder block having a plurality of cylinders arranged in a row, individual water jackets formed around each of said cylinders, said jackets communicating with each other at the cooler portions of said cylinders, a coolant inlet near said cooler portions, anda plurality of coolant outlets at each of said cylinders near the hotter portion thereof, whereby the cold coolant is admitted into said cylinder block and is distributed to the individual water jackets before absorbing any substantial heat from said cylinders.

6. In an internal combustion engine, a cylinder block having a plurality of cylinders arranged in a row, individual water jackets formed around each of said cylinders, said jackets communicating with each other at the cooler portions of said cylinders, a coolant inlet near said cooler portions, and a plurality of coolant outlets at each of said cylinders near the hotter portion thereof, whereby the cold coolant is admitted into said cylinder block and is distributed to the individual water jackets before absorbing any substantial heat from said cylinders, a cylinder head fitted at said block, a water jacket in said head, said water jacket being adapted to receive the coolant from the hotter portion of said cylinder jacket and to pass the same transversely of the row of cylinders, whereby all cylinders receive the coolant at substantially equal temperatures.

7. In a V-type internal combustion engine having a block with a plurality of cylinders arranged therein in two rows and provided with valve seats, two cylinder heads, and an intake manifold communicating with said cylinders; water jackets around each cylinder in said block, water jackets in said head, and around said manifold; means for delivering the coolant to the block jackets, distributing the coolant longitudinally of the jacket before it is substantially heated, passing it around individual cylinders into the respective cylinder heads transversely thereof and back to the cylinder blocks to cool the valve seats, and therefrom to the jacket of the intake manifold and out through a single outlet.

8. In an internal combustion engine, a plurality of cylinders disposed in two parallel rows and set at an angle to form a V-type cylinder arrangement, an intake gas passage at each of said cylinders, an intake manifold arranged between said cylinders and communicating with said gas passages, a cylinder head fitted at the top of each of said rows of cylinders, water jackets provided at each of the individual cylinders,

, near the lower portions of the cylinders, a water jacket in each of said heads, a water jacket around each of said gas passages. a water jacket around said intake manifold, a water inlet at each of said rows of cylinders near the colder portions thereof and a single water outlet at said intake manifold, the water jackets communicating to permit the circulation Aoi! coolant lo from said inlets into the individual cylinder Jackets, the distribution of said coolant among said jackets being eiiected before the coolant is heated, further circulation of the coolant from said cylinder jackets into said cylinder head and transversely thereof into the jackets around said gas passages, and from said gas passage jackets into the Jacket of said manifold and thereupon to said outlet.

PAUL mrOTBCH. 

